Engine Toyota 3S-FSE

The 2.0-liter Toyota 3S-FSE direct injection D4 engine was produced from 1996 to 2003 and was installed on the 10th generation of the Corona or V50 Camry model, known as the Vista. It was on this unit that the proprietary direct fuel injection system first appeared.

The company’s first D4 direct injection engine was introduced in 1996. In addition, the engine received a VVTi phase regulator and an intake manifold with variable geometry. In all other respects, this power unit did not differ from the third generation of 3S-FE engines. So here is the same 4-cylinder cast-iron block with an aluminum 16-valve cylinder head, a timing belt drive that rotates the intake shaft, the exhaust is connected to it through a gear. Hydraulic compensators are not provided, every 100,000 km it is necessary to adjust the valve clearances.

The engine was produced unchanged until 2003 until it was replaced by a similar 1AZ-FSE.

The S family includes engines: 4S‑Fi, 4S‑FE, 3S‑FC, 3S‑FE, 3S‑FSE, 3S‑GE, 3S‑GTE, 5S‑FE.

The engine was installed on:

  • Toyota Corona 11 (T210) in 1996 – 2001;
  • Toyota Nadia 1 (XN10) in 1998 – 2001;
  • Toyota Vista 5 (V50) in 1998 – 2003.

Specifications

Production years 1996-2003
Displacement, cc 1998
Fuel system direct injection D4
Power output, hp 145
Torque output, Nm 196
Cylinder block cast iron R4
Block head aluminum 16v
Cylinder bore, mm 86
Piston stroke, mm 86
Compression ratio 11.0
Hydraulic lifters no
Timing drive belt
Recommended engine oil 5W-30, 5W-40
Engine oil capacity, liter 3.9
Fuel type 95
Euro standards EURO 3
Fuel consumption, L/100 km (for Toyota Vista 2000)
— city
— highway
— combined
10.2
5.9
7.2
Engine lifespan, km ~300 000
Weight, kg 150

Disadvantages of the 3S-FSE engine

  • The most famous and common problem with this engine is the failure of the high pressure fuel pump, due to severe wear, the pump begins to drive gasoline into the crankcase and dilutes the oil.
  • Due to the aggressive operation of the EGR valve, the intake manifold quickly overgrows with soot, then the variable geometry system wedges, and the engine begins to choke and stall.
  • This power unit did not pass the problem with poor-quality connecting rod bolts. Just like in the 3S-FE, the connecting rods break here, which leads to the destruction of the cylinder block.
  • In addition to the intake camshaft, the timing belt here has to rotate the oil pump and pump, which often wedges. In addition, when the belt breaks or jumps, the valves bend here.
  • After 200,000 km, the unit often consumes oil, and also vibrates due to wear of the supports, sensors are not very reliable, and there are also difficulties with diagnostics. There are no hydraulic lifters here, do not forget to periodically check the valve clearances.

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